Vehicle power unit room structure

ABSTRACT

A vehicle power unit room structure is provided including a motor that is disposed inside a power unit room and that is configured to transmit drive force to a drive wheel, a compressor that is disposed adjacent to the motor in a vehicle width direction so as to overlap with the motor as viewed along the vehicle width direction, and a power supply section that is configured to supply power supplied from a power source to the motor and the compressor, and that is disposed at a vehicle upper side of the compressor so as to overlap with the compressor as viewed along a vehicle vertical direction.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a divisional application of U.S. patent applicationSer. No. 16/507,052, filed on Jul. 10, 2019, which claims priority under35 USC 119 from Japanese Patent Application No. 2018-164874, filed onSep. 3, 2018. The contents of these applications are incorporated hereinby reference in their entirety.

BACKGROUND Technical Field

The present disclosure relates to a vehicle power unit room structure.

Related Art

Japanese Patent Application Laid-Open (JP-A) No. 2015-182605 disclosesan disclosure relating to an electric vehicle. In this electric vehicle,an auxiliary device configured including a compressor that supplies airto a fuel cell stack (power supply section) is disposed at a vehiclefront side of a motor in a power unit room.

If the motor and the auxiliary device were disposed overlapping witheach other the vehicle front-rear direction, the space in the vehiclefront-rear direction required to contain these components wouldconceivably increase. In the related art described in JP-A No.2015-182605, it is therefore conceivable that enlargement of the powerunit room in the vehicle front-rear direction might be difficult tosuppress.

Although power is supplied to the motor by the fuel cell stack in therelated art described in JP-A No. 2015-182605, electric vehicles andhybrid vehicles may also adopt a configuration in which power issupplied to the motor from a power source such as a battery through ajunction box (power supply section). In cases in which power is suppliedto the motor through a junction box, although there is no need for acompressor to supply air to the fuel cell stack, it is conceivable thatan air-conditioner compressor might be disposed in the power unit room.

Namely, even in configurations in which power is supplied to the motorthrough a junction box, similar considerations remain with regard to thedifficulty of suppressing enlargement of the power unit room in thevehicle front-rear direction.

Furthermore, in the related art described in Japanese Patent ApplicationNo. 2015-182605, since the compressor is disposed at the vehicle lowerside and vehicle front side of the fuel cell stack, there is room forimprovement from the perspective of suppressing an increase in thelength of a power supply route from the fuel cell stack to thecompressor.

SUMMARY Technical Problem

In consideration of the above circumstances, an object of the presentdisclosure is to obtain a vehicle power unit room structure configuredto suppress an increase in the length of a power supply route from apower supply section to a compressor, while also suppressing enlargementin a vehicle front-rear direction of a power unit room in which a motor,the power supply section, and the compressor are disposed.

Solution to Problem

A vehicle power unit room structure of a first aspect of the presentdisclosure includes a motor that is disposed inside a power unit roomand that is configured to transmit drive force to a drive wheel, acompressor that is disposed adjacent to the motor in a vehicle widthdirection so as to overlap with the motor as viewed along the vehiclewidth direction, and a power supply section that is configured to supplypower supplied from a power source to the motor and the compressor, andthat is disposed at a vehicle upper side of the compressor so as tooverlap with the compressor as viewed along a vehicle verticaldirection.

In the vehicle power unit room structure of the first aspect of thepresent disclosure, the motor is disposed inside the power unit room,and power supplied from the power source is supplied to the motor by thepower supply section. The motor is driven when supplied with power, anddrive force is transmitted to the drive wheel in order to drive thedrive wheel.

The compressor is also disposed inside the power unit room, and power issupplied to the compressor by the power supply section. The compressoris driven when supplied with power, and a predetermined coolant or gasis thereby compressed.

Were the motor and compressor to be disposed overlapping with each otherin the vehicle front-rear direction, the space required to contain themwould conceivably increase in the vehicle front-rear direction.

However, in the present aspect, the compressor is disposed adjacent tothe motor in the vehicle width direction so as to overlap with the motoras viewed along the vehicle width direction. Accordingly, an increase inthe space required to contain the motor and the compressor in thevehicle front-rear direction can be suppressed by the amount the motorand the compressor overlap with each other as viewed along the vehiclewidth direction, in comparison to configurations in which the motor andthe compressor are disposed overlapping with each other in the vehiclefront-rear direction.

Moreover, in the present aspect, the power supply section is disposed atthe vehicle upper side of the compressor so as to overlap with thecompressor as viewed along the vehicle vertical direction. This enablesthe distance between the power supply section and the compressor to bemade shorter than in configurations in which the power supply sectionand the compressor are disposed overlapping with each other in thevehicle front-rear direction as viewed along the vehicle verticaldirection.

A vehicle power unit room structure of a second aspect of the presentdisclosure is the vehicle power unit room structure of the first aspect,wherein the compressor is attached to the motor either directly orindirectly.

In the vehicle power unit room structure of the second aspect of thepresent disclosure, the compressor is attached to the motor eitherdirectly or indirectly, thereby enabling the compressor and the motor tofunction as mutual mass dampers, enabling vibration of the compressorand the motor to be suppressed.

A vehicle power unit room structure of a third aspect of the presentdisclosure is the vehicle power unit room structure of the secondaspect, wherein a first support portion configured to support thecompressor is attached to the motor, a second support portion configuredto support the compressor is attached to the compressor, and anattenuation portion, which is configured to attenuate relative vibrationbetween the motor and the compressor is interposed between the firstsupport portion and the second support portion.

In the vehicle power unit room structure of the third aspect of thepresent disclosure, the second support portion that supports thecompressor is supported by the first support portion attached to themotor in a state in which the attenuation portion is interposed betweenthe first support portion and the second support portion.

In order to make the compressor function as a mass damper for the motorand suppress vibration of the motor, the mass of the compressor ispreferably similar to the mass of the motor. However, such aconfiguration could result in an increase in the size of the compressor.

In the present aspect, the attenuation portion is configured toattenuate relative vibration between the motor and the compressor, thusenabling the compressor and the attenuation portion to be made tofunction as an attenuating dynamic vibration absorber for the motor.This thereby enables vibration of the motor to be absorbed withoutmaking the mass of the compressor similar to the mass of the motor.

A vehicle power unit room structure of a fourth aspect of the presentdisclosure is the vehicle power unit room structure of any one of thefirst aspect to the third aspect, wherein the compressor is disposed atthe vehicle width direction inner side of a side member, which extendsalong a vehicle front-rear direction such that there is spacing in thevehicle width direction between the compressor and the side member.

In the vehicle power unit room structure of the fourth aspect of thepresent disclosure, the compressor is disposed at the vehicle widthdirection inner side of the side member, which extends along the vehiclefront-rear direction such that there is spacing in the vehicle widthdirection between the compressor and the side member. Accordingly, evenif the side member undergoes folding deformation toward the vehiclewidth direction inner side due to input of collision load along thevehicle front-rear direction to the vehicle, the amount of collisionload that can be absorbed by deformation of the side member before theside member contacts the compressor can be increased. This therebyenables a reduction in the load input to the compressor from the sidemember.

A vehicle power unit room structure of a fifth aspect of the presentdisclosure is the vehicle power unit room structure of any one of thefirst aspect to the third aspect, wherein the compressor is disposed ata position that does not overlap with a side member, which extends alonga vehicle front-rear direction as viewed along the vehicle verticaldirection.

In the vehicle power unit room structure of the fifth aspect of thepresent disclosure, the compressor is disposed at a position that doesnot overlap with the side member, which extends along the vehiclefront-rear direction as viewed along the vehicle vertical direction.Accordingly, the compressor and the side member can be suppressed frominterfering with one another, even if vibration during travel of thevehicle or the like causes a change in the relative positionalrelationship between the compressor and the side member in the vehiclevertical direction.

A vehicle power unit room structure of a sixth aspect of the presentdisclosure is the vehicle power unit room structure of any one of thefirst aspect to the fifth aspect, wherein the power supply section isattached to an attachment portion provided at a vehicle bodyconfiguration member configuring part of a vehicle side section.

In the vehicle power unit room structure of the sixth aspect of thepresent disclosure, the power supply section is supported by the vehiclebody configuration member configuring part of the vehicle side sectionthrough the attachment portion.

A vehicle power unit room structure of a seventh aspect of the presentdisclosure is the vehicle power unit room structure of the sixth aspect,wherein the vehicle body configuration member is a pair of suspensiontowers, and the attachment portion is a cross member spanning betweenthe pair of suspension towers in the vehicle width direction.

In the vehicle power unit room structure of the seventh aspect of thepresent disclosure, the power supply section is supported by the crossmember spanning between the pair of suspension towers in the vehiclewidth direction. Since the pair of suspension towers are coupledtogether in the vehicle width direction by the cross member, relativedisplacement of the suspension towers in the vehicle width direction issuppressed during travel of the vehicle or the like, such that torsionof the vehicle body is suppressed.

A vehicle power unit room structure of an eighth aspect of the presentdisclosure is the vehicle power unit room structure of the sixth aspect,wherein the vehicle body configuration member is a pair of front sidemembers, and the attachment portion is a cross member spanning betweenthe pair of front side members in the vehicle width direction.

In the vehicle power unit room structure of the eighth aspect of thepresent disclosure, the power supply section is supported by the crossmember spanning between the pair of front side member in the vehiclewidth direction. Since the pair of front side members are coupledtogether in the vehicle width direction by the cross member, the frontside members are suppressed from undergoing relative displacement in thevehicle width direction by the cross member when the front side membersundergo crushing deformation due to collision load from the vehiclefront side. This enables folding deformation of the front side membersin the vehicle width direction to be suppressed during crushingdeformation of the front side members.

A vehicle power unit room structure of a ninth aspect of the presentdisclosure is the vehicle power unit room structure of the sixth aspect,wherein the vehicle body configuration member is a pair of front sidemembers, and the attachment portion is a bracket attached to one of thepair of front side members.

In the vehicle power unit room structure of the ninth aspect of thepresent disclosure, the power supply section is attached to one of thepair of front side members through the bracket attached to the one frontside member.

A vehicle power unit room structure of a tenth aspect of the presentdisclosure is the vehicle power unit room structure of the eighthaspect, wherein each of the pair of front side members is provided witha shaft that projects toward a vehicle width direction inner side andthat is used in attachment of the cross member. The cross member isprovided with an insertion location through which the shafts areinserted in an axial direction of the shafts, and a fuse portionprovided adjacent to the insertion location and configured to undergoplastic deformation so as to permit relative displacement in a vehiclefront-rear direction between the shafts and the insertion location in acase in which a load of a predetermined value or greater toward avehicle rear side acts on the attachment portion.

In the vehicle power unit room structure of the tenth aspect of thepresent disclosure, each of the pair of front side members is providedwith the shaft projecting toward the vehicle width direction inner side,and the cross member, to which the power supply section is attached, isattached to the shafts.

Note that during crushing deformation of the front side members due tocollision load from the vehicle front side, it is conceivable that thefront side members might not undergo crushing deformation so readily atattachment locations of the front side members to the cross member.

In the present aspect, the insertion location is provided at the crossmember, and the shafts provided at the front side members are insertedinto the insertion location. The cross member is also provided with thefuse portion adjacent to the insertion location. When load toward thevehicle rear side of the predetermined value or greater acts on thecross member, the fuse portion undergoes plastic deformation, therebypermitting relative displacement between the shafts and the insertionlocation in the vehicle front-rear direction, and thus permittingrelative displacement between the front side members and the crossmember.

Accordingly, during crushing deformation of the front side members dueto collision load from the vehicle front side, the cross member isdisplaced toward the vehicle rear side such that the cross member can besuppressed from acting as resistance to this crushing deformation, evenif the crushing deformation reaches the locations provided with theshafts.

As described above, the vehicle power unit room structure of the firstaspect of the present disclosure exhibits excellent advantageous effectsof enabling an increase in the length of a power supply route from thepower supply section to the compressor to be suppressed, while alsosuppressing enlargement in the vehicle front-rear direction of the powerunit room in which the motor, the power supply section, and thecompressor are disposed.

The vehicle power unit room structure of the second aspect of thepresent disclosure exhibits an excellent advantageous effect of enablingvibration of components disposed inside the power unit room to besuppressed.

The vehicle power unit room structure of the third aspect of the presentdisclosure exhibits an excellent advantageous effect of enablingvibration generated by the motor to be suppressed.

The vehicle power unit room structure of the fourth aspect of thepresent disclosure exhibits an excellent advantageous effect of enablingthe side member to be suppressed from affecting the compressor whencollision load is input to the vehicle along the vehicle front-reardirection.

The vehicle power unit room structure of the fifth aspect of the presentdisclosure exhibits an excellent advantageous effect of enabling theside member to be suppressed from affecting the compressor as a resultof vibration during travel of the vehicle or the like.

The vehicle power unit room structure of the sixth aspect of the presentdisclosure exhibits an excellent advantageous effect of enabling thepower supply section to be supported in a stable state.

The vehicle power unit room structure of the seventh aspect of thepresent disclosure exhibits an excellent advantageous effect of enablingthe effects of deformation of the vehicle body on the power supplysection to be reduced during travel of the vehicle or the like.

The vehicle power unit room structure of the eighth aspect of thepresent disclosure exhibits excellent advantageous effects of enablingshock absorption performance of the front side members to be secured,while the power supply section is supported in a stable state.

The vehicle power unit room structure of the ninth aspect of the presentdisclosure exhibits excellent advantageous effects of enabling the powersupply section to be supported in a stable state, while suppressing anincrease in the complexity of structures peripheral to the power unitroom.

The vehicle power unit room structure of the tenth aspect of the presentdisclosure exhibits excellent advantageous effects of enabling crushingstroke of the front side members in response to collision load from thevehicle front side to be secured, while the power supply section issupported in a stable state.

BRIEF DESCRIPTION OF THE DRAWINGS

Exemplary embodiments of the present disclosure will be described indetail based on the followings figures, wherein:

FIG. 1 is a side view illustrating configuration of a power unit and acompressor disposed inside a power unit room applied with a vehiclepower unit room structure according to a first exemplary embodiment, asviewed from a vehicle width direction outer side (viewed along thedirection of arrow 1 in FIG. 4);

FIG. 2 is a back face view illustrating an electrically connected stateof respective configuration elements disposed inside a power unit roomapplied with a vehicle power unit room structure according to the firstexemplary embodiment, as viewed from the vehicle rear side;

FIG. 3 is a block diagram illustrating an electrically connected stateof respective configuration elements disposed inside a power unit roomapplied with a vehicle power unit room structure according to the firstexemplary embodiment, and respective configuration elements disposed inthe vicinity thereof;

FIG. 4 is a back face view illustrating configuration of a vehicle bodyfront section and a power unit room applied with a vehicle power unitroom structure according to the first exemplary embodiment, as viewedfrom the vehicle rear side;

FIG. 5 is a perspective view illustrating configuration of a vehiclebody front section and a power unit room applied with a vehicle powerunit room structure according to the first exemplary embodiment, asviewed from a vehicle front and outer side;

FIG. 6 is a back face view illustrating configuration of a vehicle bodyfront section and a power unit room applied with a vehicle power unitroom structure according to a second exemplary embodiment, as viewedfrom the vehicle rear side;

FIG. 7 is a side view illustrating a coupled state between a front sidemember and a mount of a power unit disposed inside a power unit roomapplied with a vehicle power unit room structure according to the secondexemplary embodiment, as viewed from a vehicle width direction innerside (viewed along the direction of arrow 7 in FIG. 6);

FIG. 8 is a back face view illustrating configuration of a vehicle bodyside section and a power unit room applied with a vehicle power unitroom structure according to a third exemplary embodiment, as viewed fromthe vehicle rear side; and

FIG. 9 is a back face view illustrating configuration of a couplingportion between a motor and a compressor inside a power unit roomapplied with a vehicle power unit room structure according to a fourthexemplary embodiment, as viewed from the vehicle rear side.

DETAILED DESCRIPTION First Exemplary Embodiment

Explanation follows regarding a first exemplary embodiment of a vehiclepower unit room structure according to the present disclosure, withreference to FIG. 1 to FIG. 5. Note that in the drawings, the arrow FRindicates a vehicle front side, the arrow UP indicates a vehicle upperside, and the arrow RH indicates a vehicle width direction right side,as appropriate.

First, explanation follows regarding configuration of a vehicle bodyfront section 16 configuring a vehicle front side section of a vehiclebody 14 that includes a power unit room 10 applied with the power unitroom structure according to the present exemplary embodiment, withreference to FIG. 5.

The vehicle body front section 16 includes a pair of front side members18 serving as vehicle body configuration members, bumper reinforcement20 (referred to hereafter as bumper R/F 20), a suspension member 22, anda dash panel 24.

Each of the front side members 18 configures part of a vehicle sidesection 28 of a vehicle 26, and is disposed at a vehicle width directionouter side of the power unit room 10. Each of the front side members 18is configured including a front portion 18A extending along the vehiclefront-rear direction, and a kick portion 18B extending from a vehiclerear side portion of the front portion 18A in a downward gradient towardthe vehicle rear side. Each of the front side members 18 functions aspart of a side member of the vehicle body 14.

To explain in more detail, as is also illustrated in FIG. 4, each of thefront portions 18A is configured including a front portion outer 30configuring a vehicle width direction outer side portion of the frontportion 18A, and a front portion inner 32 configuring a vehicle widthdirection inner side portion of the front portion 18A. The cross-sectionprofile of the front portion 18A is configured with a substantiallyrectangular frame shaped closed cross-section structure as viewed alongthe vehicle front-rear direction.

The bumper R/F 20 is disposed at the vehicle front side of the frontside members 18 with its length direction along the vehicle widthdirection, and is configured by an extruded aluminum alloy member with arectangular frame shaped cross-section profile divided into upper andlower parts in the vehicle vertical direction as viewed along its lengthdirection. Both end portions of the bumper R/F 20 are coupled to vehiclefront side end portions of the respective front side members 18 throughcrash boxes 34, such that the bumper R/F 20 is in a state spanningbetween the pair of front side members 18 in the vehicle widthdirection.

The suspension member 22 is configured including a suspension body 22Aconfiguring a main section of the suspension member 22, and a pair ofextension portions 22B. The suspension body 22A is configured in asubstantially rectangular shape as viewed along the vehicle verticaldirection, and a vehicle rear side portion of the suspension body 22A isattached to vehicle rear side portions of the front portions 18A of therespective front side members 18 using attachment members, notillustrated in the drawings.

Suspension arms, not illustrated in the drawings, are attached tovehicle width direction outer side portions of the suspension body 22A.Note that vehicle lower side end portions of shock absorbers, notillustrated in the drawings, are coupled to leading end portions of thesuspension arms.

Each of the extension portions 22B extends from a vehicle front sideportion of the suspension body 22A toward the vehicle front side.Leading end side portions of the extension portions 22B are attached tovehicle front side portions of the front portions 18A of the front sidemembers 18 by attachment members, not illustrated in the drawings.

Front pillars 36, each extending along the vehicle vertical direction,are disposed at the vehicle width direction outer sides of the frontside members 18. Note that vehicle lower sides of the front pillars 36are linked to the kick portions 18B of the front side members 18 throughtorque boxes 38. The dash panel 24 is disposed between the front sidemembers 18 and at the vehicle rear side of the front side members 18.

The dash panel 24 is a pressed member, which extends along the vehiclewidth direction and the vehicle vertical direction. A plate thicknessdirection of the dash panel 24 is disposed in the vehicle front-reardirection. Join portions, not illustrated in the drawings, joined bywelding or the like join vehicle width direction outer side end portionsof the dash panel 24 to the front pillars 36, and a vehicle front sideface of the dash panel 24 to the kick portions 18B of the front sidemembers 18.

Note that in the present exemplary embodiment, the power unit room 10may be considered to be a space delineated by the bumper R/F 20, thefront side members 18, and the dash panel 24 as viewed along the vehiclevertical direction.

Suspension towers 40, serving as vehicle body configuration membersconfiguring part of the vehicle side sections 28, are disposed at thevehicle width direction outer sides of the respective front side members18.

Each of the suspension towers 40 is a pressed member configuredincluding a suspension tower body 40A and a vertical wall 40B. Thesuspension tower body 40A configures a main section of the suspensiontower 40, opens toward the vehicle lower side, and is configured in abox shape or tube shape configured to internally housing the shockabsorber mentioned above and part of a non-illustrated spring attachedto the shock absorber. Note that a vehicle upper side end portion ofeach of the shock absorbers is coupled to a vehicle upper side portionof the corresponding suspension tower body 40A.

Each of the vertical walls 40B extends toward the vehicle lower sidefrom a vehicle width direction inner side portion of the correspondingsuspension tower body 40A. A vehicle lower side end portion of thevertical wall 40B is joined to a vehicle upper side portion of the frontportion 18A of the corresponding front side member 18 at anon-illustrated join portion by welding or the like.

Note that in the present exemplary embodiment, as illustrated in FIG. 4and FIG. 5, a power unit 12 configured including a motor 42, a powersupply section 44, a water heater 45, and a DC/AC inverter 48 (referredto hereafter as the inverter 48), and an air-conditioner compressor 46serving as a compressor, are disposed inside the power unit room 10. Afirst feature of the present exemplary embodiment relates to theplacement of the motor 42, the power supply section 44, and theair-conditioner compressor 46. A second feature of the present exemplaryembodiment relates to the configuration of a cross member 50, serving asan attachment portion to which the power supply section 44 and the waterheater 45 are attached. Detailed explanation follows regarding the powerunit 12, the air-conditioner compressor 46, and the cross member 50,which configure relevant portions of the present exemplary embodiment.

The motor 42 includes a housing 52 configuring an outer casing of themotor 42. A motor body, a counter gear mechanism, and a differentialgear mechanism, none of which are illustrated in the drawings, aredisposed inside the housing 52. The motor body is driven when suppliedwith power, and drive force from the motor body is transmitted to a pairof drive shafts 54 through the counter gear mechanism and thedifferential gear mechanism in order to drive drive wheels 56 (frontwheels).

The housing 52 is configured including a first housing portion 52Aconfiguring a vehicle width direction left side portion of the housing52, and a second housing portion 52B configuring a vehicle widthdirection right side portion of the housing 52. The motor body and mostof the differential gear mechanism are contained inside the firsthousing portion 52A, and most of the counter gear mechanism is containedinside the second housing portion 52B.

As illustrated in FIG. 1, mounting brackets 58 are provided on bothvehicle width direction sides of the housing 52. Each of the mountingbrackets 58 is configured including an attachment portion 58A attachedto the housing 52 by a non-illustrated attachment member, and a supportportion 58B supported by the suspension body 22A. A through hole 60 isformed penetrating the support portion 58B the vehicle verticaldirection, and a bush 61 configured by a rubber resilient body or thelike is attached in the through hole 60. The mounting brackets 58 areattached to the suspension member body 22A through the bushes 62 toachieve a state in which the motor 42 is supported by the suspensionmember 22.

The power supply section 44 is disposed at the vehicle upper side of thesecond housing portion 52B of the motor 42. The inverter 48 is disposedat the vehicle upper side of the first housing portion 52A of the motor42. The water heater 45 is disposed at the vehicle upper side of theinverter 48. Note that in FIG. 5, the power supply section 44 is omittedfrom illustration in order to facilitate understanding of the internalconfiguration of the power unit room 10.

To explain in more detail, the power supply section 44 includes abox-shaped housing 62 with a substantially rectangular block shapedexternal profile, and plural non-illustrated electronic componentsinstalled inside the housing 62, the electronic components namely beinga high-voltage junction box, a DC charger relay, an AC charger, and aDC/DC inverter. As illustrated in FIG. 2 and FIG. 3, the power supplysection 44 is electrically connected to a charging port 64 through awire harness 66.

Moreover, in the present exemplary embodiment, as an example, thecharging port 64 is provided with a fender portion 68 configuring partof a styling face side of the vehicle side section 28 on the vehiclewidth direction right side. The power supply section 44 is disposedfurther toward the charging port 64 side, namely further toward thevehicle width direction right side, than the inverter 48.

The power supply section 44 is electrically connected to the inverter 48through a wire harness 70, and to the water heater 45 through a wireharness 72. Moreover, the power supply section 44 supplies (distributes)power supplied through the charging port 64 from an external powersource such as a non-illustrated charging stand to a main battery 74,serving as a power source (internal power source). Power collected inthe main battery 74 can be supplied (can be distributed) to the inverter48 and the water heater 45 by the power supply section 44.

The power supply section 44 is also configured to supply power to theair-conditioner compressor 46 and a DC/AC inverter 78 (referred tohereafter as the inverter 78) disposed at the vehicle rear side.

As illustrated in FIG. 1, the water heater 45 is configured including abox-shaped housing 80 with a smaller external profile than that of thehousing 62, and plural non-illustrated electronic components installedinside the housing 80. The water heater 45 is configured to warm air tobe conveyed to the interior of a vehicle cabin.

To explain in more detail, the water heater 45 is driven by beingsupplied with power, and is configured to warm water (a heating medium)flowing toward a non-illustrated heater core through pipes connected tothe heater core. Warm air can be blown into the vehicle cabin interiorby being conveyed from a non-illustrated blower, through the heatercore, and toward the vehicle cabin interior. As viewed along the vehiclewidth direction, the water heater 45 is disposed at a positionoverlapping with the power supply section 44, and more specifically, ata position where the entire outer periphery of the water heater 45 iscontained within an outer periphery of the power supply section 44.

The inverter 48 is configured including box-shaped housing 82 that has asmaller external profile than that of the housing 62 and a largerexternal profile than that of the housing 80, and plural non-illustratedelectronic components installed inside the housing 82. The inverter 48is configured to convert supplied power so as to be configured to besupplied to the motor 42. To explain in more detail, the inverter 48 isconfigured to convert direct current from the main battery 74 or thelike into alternating current, and passing the alternating current tothe motor 42. Note that the inverter 78 is configured similarly to theinverter 48, and the inverter 78 is configured to convert supplied powerso as to be configured to be supplied to a motor 84 that is configuredto transmit drive force to non-illustrated drive wheels (rear wheels) atthe vehicle rear side.

The inverter 48 configured as described above is attached to an upperwall 52A1 configuring a vehicle upper side portion of the first housingportion 52A of the housing 52. To explain in more detail, the upper wall52A1 is inclined in a downward gradient from the vehicle rear sidetoward the vehicle front side, and the inverter 48 is disposed along theupper wall 52A1 and fixed to the housing 52 using bolts 86 (fasteningmembers) at four corners of the housing 82.

As viewed along the vehicle width direction, a vehicle lower sideportion of the power supply section 44 described above is disposed at aposition overlapping with a vehicle upper side portion of the inverter48. Part of the power supply section 44 may accordingly be considered tobe positioned at the same vehicle vertical direction height as part ofthe inverter 48.

The air-conditioner compressor 46 is configured including a housing 76configuring an outer casing of the air-conditioner compressor 46, adrive section such as a non-illustrated motor installed inside thehousing 76, and a piston. The housing 76 is configured including a body76A and a mount 76B. The body 76A is configured with a substantiallycircular column shaped external profile with its length direction alongthe vehicle front-rear direction, and the motor and the like mentionedabove are contained within the body 76A. The mount 76B is provided atthe vehicle lower side of the body 76A, and is configured in a plateshape with its plate thickness direction in the vehicle verticaldirection. As described later, the mount 76B is used in attachment ofthe air-conditioner compressor 46.

As illustrated in FIG. 2, the air-conditioner compressor 46 iselectrically connected to the power supply section 44 through a wireharness 88. The air-conditioner compressor 46 is configured to compressair-conditioner coolant when driven with power supplied from the powersupply section 44.

Returning to FIG. 1, the air-conditioner compressor 46 is attached tothe housing 52 of the motor 42 through a bracket 90. To explain in moredetail, the bracket 90 includes an attachment tab 90A and a support tab90B, and is configured in a plate shape that has been bent into anL-shape as viewed along the vehicle front-rear direction (see FIG. 4).

The attachment tab 90A is disposed following a side wall 52B1configuring a vehicle width direction outer side portion of the secondhousing portion 52B of the housing 52, and is attached to the side wall52B1 by a non-illustrated attachment member.

The support tab 90B extends from a vehicle lower side peripheral edge ofthe attachment tab 90A toward the vehicle width direction outer side,and the mount 76B of the housing 76 of the air-conditioner compressor 46is placed on the support tab 90B from the vehicle upper side. The mount76B is attached to the support tab 90B by a non-illustrated attachmentmember.

The air-conditioner compressor 46 attached to the motor 42 as describedabove is disposed adjacent to the motor 42 in the vehicle widthdirection so as to overlap with the motor 42 as viewed along the vehiclewidth direction. Part of the air-conditioner compressor 46 may thus beconsidered as being positioned at the same vehicle vertical directionheight as part of the motor 42. More specifically, the air-conditionercompressor 46 is disposed at a position where the entire outer peripheryof the air-conditioner compressor 46 is contained within the outerperiphery of the motor 42 as viewed along the vehicle width direction.

Furthermore, the power supply section 44 is disposed at a vehicle upperside of the air-conditioner compressor 46. The power supply section 44is disposed so as to overlap with the air-conditioner compressor 46 asviewed along the vehicle vertical direction. Part of the air-conditionercompressor 46 may thus be considered as being positioned at the samevehicle width direction position as part of the power supply section 44.More specifically, the air-conditioner compressor 46 is disposed at aposition where the entire outer periphery of the air-conditionercompressor 46 is contained within the outer periphery of the powersupply section 44 as viewed along the vehicle vertical direction (seeFIG. 4).

In addition, as illustrated in FIG. 4, the air-conditioner compressor 46is disposed at the vehicle width direction inner side of thecorresponding front side member 18 such that there is spacing betweenthe air-conditioner compressor 46 and the front side member 18, and theair-conditioner compressor 46 is disposed at a position that does notoverlap with the front side member 18 as viewed along the vehiclevertical direction.

Next, explanation follows regarding configuration of the cross member50. The cross member 50 includes a cross member body 96 and areinforcing plate 98. The cross member body 96 is configured by bendinga metal sheet at plural locations, and is configured including aplacement portion 96A for placement of the power supply section 44, aplacement portion 96B for placement of the water heater 45, and a pairof attachment tabs 96C.

The placement portion 96A has a plate shape extending along the vehiclewidth direction and the vehicle front-rear direction with its platethickness direction in the vehicle vertical direction. A vehicle lowerside face of the placement portion 96A is provided with plural weldnuts, not illustrated in the drawings. The power supply section 44 isfixed to the placement portion 96A by fastening of fastening memberssuch as bolts, not illustrated in the drawings, that are insertedthrough the housing 62 from the vehicle upper side, to the weld nuts ofthe placement portion 96A in a state in which the power supply section44 has been placed on the placement portion 96A.

The placement portion 96B has a plate shape extending along the vehiclewidth direction and the vehicle front-rear direction with its platethickness direction in the vehicle vertical direction. A vehicle lowerside face of the placement portion 96B is provided with plural weldnuts, not illustrated in the drawings. The placement portion 96B isdisposed at the vehicle width direction right side and vehicle upperside with respect to the placement portion 96A. The water heater 45 isfixed to the placement portion 96B by fastening of fastening memberssuch as bolts, not illustrated in the drawings, that are insertedthrough the housing 80 from the vehicle upper side to the weld nuts ofthe placement portion 96B in a state in which the water heater 45 hasbeen placed on the placement portion 96B. Note that a vehicle widthdirection inner side peripheral edge of the placement portion 96B islinked to a vehicle width direction inner side peripheral edge of theplacement portion 96A at a connection portion 96D extending from thevehicle width direction inner side peripheral edge of the placementportion 96B toward the vehicle width direction inner side and thevehicle lower side. Moreover, the connection portion 96D is providedwith a non-illustrated insertion location through which the wire harness70 is inserted.

The attachment tabs 96C each have a plate shape extending along thevehicle vertical direction and the vehicle front-rear direction with itsplate thickness direction in the vehicle width direction, and each isformed with plural non-illustrated insertion locations. A vehicle lowerside peripheral edge of the attachment tab 96C on the vehicle widthdirection right side is linked to a vehicle width direction outer sideperipheral edge of the placement portion 96A at a connection portion 96Eextending from the vehicle lower side peripheral edge of the attachmenttab 96C toward the vehicle width direction inner side and the vehiclelower side. The connection portion 96E is provided with anon-illustrated insertion location through which the wire harness 88 isinserted. A vehicle upper side peripheral edge of the attachment tab 96Con the vehicle width direction left side is linked to a vehicle widthdirection outer side peripheral edge of the placement portion 96B at aconnection portion 96F extending from the vehicle upper side peripheraledge of the attachment tab 96C toward the vehicle width direction innerside and the vehicle lower side.

The reinforcing plate 98 has a trapezoidal plate shape with anincreasing width on progression from the vehicle upper side toward thevehicle lower side as viewed along the vehicle front-rear direction. Avehicle width direction inner side peripheral edge of the reinforcingplate 98 is joined to a vehicle lower side face of the connectionportion 96F at a non-illustrated join portion by welding or the like,and a vehicle width direction outer side peripheral edge of thereinforcing plate 98 is joined to a vehicle width direction inner sideface of the vehicle width direction left side attachment tab 96C at anon-illustrated join portion by welding or the like.

The vertical wall 40B of each of the suspension towers 40 is providedwith an attachment wall 40B1 that is integral to the vertical wall 40B,has a plate thickness direction in the vehicle width direction, andextends along the vehicle vertical direction and the vehicle front-reardirection. A vehicle width direction outer side face of the attachmentwall 40B1 is provided with non-illustrated weld nuts corresponding tothe insertion locations of the corresponding attachment tab 96C. Bolts100 (fastening members) are inserted through the insertion locations ofthe attachment tabs 96C from the vehicle width direction inner side andfastened to the weld nuts of the attachment walls 40B1 to fix the crossmember 50 to the suspension towers 40 in a state in which the crossmember 50 spans between the pair of suspension towers 40 in the vehiclewidth direction.

Note that in an attached state of the cross member 50 to the suspensiontowers 40, predetermined gaps are secured between a vehicle lower sideface of the cross member 50, and the motor 42, the inverter 48, and theair-conditioner compressor 46, such that the cross member 50 does notinterfere with the inverter 48 and the motor 42 during travel of thevehicle 26 or the like.

Operation and Advantageous Effects of Present Exemplary Embodiment

Explanation follows regarding operation and advantageous effects of thepresent exemplary embodiment.

In the present exemplary embodiment, as illustrated in FIG. 2 and FIG.3, the motor 42 is disposed inside the power unit room 10, and powersupplied from an external power source such as a charging stand or froman internal power source such as the main battery 74 is supplied fromthe power supply section 44 to the motor 42 through the inverter 48. Onbeing supplied with power, the motor 42 is driven so as to transmitdrive force to the drive wheels 56, thereby driving the drive wheels 56.

The air-conditioner compressor 46 is also disposed in the power unitroom 10, and the air-conditioner compressor 46 is supplied with power bythe power supply section 44. On being supplied with power, theair-conditioner compressor 46 is driven to compress the air-conditionercoolant.

Note that were the motor 42 and the air-conditioner compressor 46 to bedisposed overlapping with each other in the vehicle front-reardirection, the space required to contain them would conceivably increasein the vehicle front-rear direction.

However, in the present exemplary embodiment, as illustrated in FIG. 1,the air-conditioner compressor 46 is disposed adjacent to the motor 42in the vehicle width direction so as to overlap with the motor 42 asviewed along the vehicle width direction. Accordingly, an increase inthe space required to contain the motor 42 and the air-conditionercompressor 46 in the vehicle front-rear direction can be suppressed bythe amount the motor 42 and the air-conditioner compressor 46 overlapwith each other as viewed along the vehicle width direction, incomparison to configurations in which the motor 42 and theair-conditioner compressor 46 are disposed overlapping with each otherin the vehicle front-rear direction. This enables space that can beutilized for the cabin of the vehicle 26 to be secured, whilesuppressing an increase in the overall length of the vehicle 26.

Moreover, in the present exemplary embodiment, as illustrated in FIG. 2,the power supply section 44 is disposed at the vehicle upper side of theair-conditioner compressor 46 so as to overlap with the air-conditionercompressor 46 as viewed along the vehicle vertical direction. Thisenables the distance between the power supply section 44 and theair-conditioner compressor 46 to be made shorter than in configurationsin which the power supply section 44 and the air-conditioner compressor46 are disposed overlapping with each other in the vehicle front-reardirection as viewed along the vehicle vertical direction.

Accordingly, in the present exemplary embodiment, in the power unit room10 in which the motor 42, the power supply section 44, and theair-conditioner compressor 46 are disposed, an increase in the length ofa power supply route (the wire harness 88) from the power supply section44 to the air-conditioner compressor 46 can be suppressed, whilesuppressing enlargement of the power unit room 10 in the vehiclefront-rear direction.

Moreover, in the present exemplary embodiment, as illustrated in FIG. 1,the air-conditioner compressor 46 is attached to the motor 42 throughthe bracket 90. This enables the air-conditioner compressor 46 and themotor 42 to function as mutual mass dampers, enabling vibration of theair-conditioner compressor 46 and the motor 42 to be suppressed.Accordingly, the present exemplary embodiment enables vibration ofcomponents disposed in the power unit room 10 to be suppressed.

Moreover, in the present exemplary embodiment, as illustrated in FIG. 4,the air-conditioner compressor 46 is disposed at the vehicle widthdirection inner side of the corresponding front side member 18 extendingalong the vehicle width direction, such that there is spacing in thevehicle width direction between the air-conditioner compressor 46 andthe front side member 18. Accordingly, even if the front side member 18undergoes folding deformation toward the vehicle width direction innerside due to input of collision load along the vehicle front-reardirection to the vehicle 26, the amount of collision load that can beabsorbed by deformation of the front side member 18 before the frontside member 18 contacts the air-conditioner compressor 46 can beincreased. This thereby enables a reduction in the load input to theair-conditioner compressor 46 from the front side member 18.Accordingly, in the present exemplary embodiment, the front side member18 can be suppressed from affecting the air-conditioner compressor 46when collision load is input to the vehicle 26 along the vehiclefront-rear direction.

Moreover, in the present exemplary embodiment, the air-conditionercompressor 46 is disposed at a position that does not overlap with thecorresponding front side member 18 extending along the vehiclefront-rear direction as viewed along the vehicle vertical direction.Accordingly, the air-conditioner compressor 46 and the front side member18 can be suppressed from interfering with one another, even ifvibration during travel of the vehicle 26 or the like causes a change inthe relative positional relationship between the air-conditionercompressor 46 and the front side member 18 in the vehicle verticaldirection. Accordingly, in the present exemplary embodiment, the frontside member 18 can be suppressed from affecting the air-conditionercompressor 46 as a result of vibration during travel of the vehicle 26or the like.

In addition, in the present exemplary embodiment, the power supplysection 44 is supported by the cross member 50 that spans between thepair of suspension towers 40 in the vehicle width direction, enablingthe power supply section 44 to be supported in a stable state.

Since the pair of suspension towers 40 are coupled together in thevehicle width direction by the cross member 50, relative displacement ofthe suspension towers 40 in the vehicle width direction is suppressedduring travel of the vehicle 26 or the like, such that torsion of thevehicle body 14 is suppressed. The present exemplary embodiment thusenables the effects of deformation of the vehicle body 14 on the powersupply section 44 to be reduced during travel of the vehicle 26 or thelike.

Second Exemplary Embodiment

Explanation follows regarding a second exemplary embodiment of a vehiclepower unit room structure according to the present disclosure, withreference to FIG. 6 and FIG. 7. Note that configuration portionsequivalent to those in the first exemplary embodiment described aboveare allocated the same reference numerals and explanation thereof isomitted.

As illustrated in FIG. 6, a power unit room 110 according to the presentexemplary embodiment has the same basic configuration as the power unitroom 10 according to the first exemplary embodiment, but includes afeature that a cross member 112, serving as an attachment portion thatsupports the power supply section 44 and the water heater 45, isattached to the front side members 18.

Specifically, the cross member 112 includes a cross member body 114, andreinforcing plates 116, 118. The cross member body 114 has the samebasic configuration as the cross member body 96, and is configuredincluding a placement portion 114A for placement of the power supplysection 44, a placement portion 114B for placement of the water heater45, and a pair of attachment tabs 114C.

The attachment tabs 114C each have a plate shape extending along thevehicle vertical direction and the vehicle front-rear direction with aplate thickness direction in the vehicle width direction. A vehicleupper side peripheral edge of the attachment tab 114C on the vehiclewidth direction right side is linked to a vehicle width direction outerside peripheral edge of the placement portion 114A at a connectionportion 114D extending from the vehicle upper side peripheral edge ofthe attachment tab 114C toward the vehicle width direction inner sideand the vehicle upper side. A vehicle upper side peripheral edge of theattachment tab 114C on the vehicle width direction left side is linkedto a vehicle width direction outer side peripheral edge of the placementportion 114B at a connection portion 114E extending from the vehicleupper side peripheral edge of the attachment tab 114C toward the vehiclewidth direction inner side and the vehicle upper side.

The reinforcing plate 116 has a plate shape extending substantiallyparallel to the connection portion 114D. A vehicle width direction outerside end portion of the reinforcing plate 116 is joined to a vehiclewidth direction inner side face of the vehicle width direction rightside attachment tab 114C at a non-illustrated join portion by welding orthe like. A vehicle width direction inner side end portion of thereinforcing plate 116 is joined to a vehicle lower side face of theplacement portion 114A at a non-illustrated join portion by welding orthe like.

The reinforcing plate 118 has a plate shape extending substantiallyparallel to the connection portion 114E. A vehicle width direction outerside end portion of the reinforcing plate 118 is joined to a vehiclewidth direction inner side face of the vehicle width direction left sideattachment tab 114C at a non-illustrated join portion by welding or thelike. A vehicle width direction inner side end portion of thereinforcing plate 118 is joined to a vehicle lower side face of theplacement portion 114B at a non-illustrated join portion by welding orthe like.

As illustrated in FIG. 7, at plural discrete locations along the vehiclefront-rear direction, each of the attachment tabs 114C is provided withinsertion locations 120 through which stud bolts 124, serving as shaftsprojecting from the front portion 18A of the corresponding front sidemember 18 toward the vehicle width direction inner side, are inserted inthe axial direction of the stud bolts 124.

As viewed along the vehicle width direction, each of the insertionlocations 120 has a slit shape extending from a vehicle verticaldirection central portion of the attachment tab 114C as far as a vehiclelower side end portion of the attachment tab 114C. As is alsoillustrated in FIG. 6, in a state in which the stud bolt 124 has beeninserted through a vehicle upper side end portion of the insertionlocation 120, a nut 125 is fastened to the stud bolt 124 from thevehicle width direction inner side, thereby attaching the cross member112 to the corresponding front side member 18.

A feature of the present exemplary embodiment is that fuse portions 126,128 and a slit 130 are provided adjacent to each of the insertionlocations 120 in the attachment tabs 114C.

To explain in more detail, a vehicle front side part of a peripheraledge of the vehicle upper side end portion of each of the insertionlocations 120 is open. The corresponding slit 130 is providedcontiguously to the insertion location 120 so as to extend along thevehicle front-rear direction at the vehicle front side of the vehicleupper side end portion of the insertion location 120. A sheet verticaldirection length (width) of each of the slits 130 is set to a lengththat allows insertion of the corresponding stud bolt 124.

The fuse portions 126, 128 are provided as a pair in the vehiclevertical direction at a boundary between each of the insertion locations120 and the corresponding slit 130, and configure part of the peripheraledge of the insertion location 120. As viewed along the vehicle widthdirection, the vehicle upper side fuse portion 126 has a substantiallytriangular profile decreasing in width on progression from the vehicleupper side toward the vehicle lower side. As viewed along the vehiclewidth direction, the vehicle lower side fuse portion 128 has asubstantially triangular profile decreasing in width on progression fromthe vehicle lower side toward the sheet upper side.

When a load F1 toward the vehicle front side of a predetermined value orgreater acts on the fuse portions 126, 128 from the stud bolt 124,plastic deformation occurs so as to permit relative displacement in thevehicle front-rear direction between the stud bolt 124 and the insertionlocation 120.

The present exemplary embodiment configured as described above exhibitssimilar operation and advantageous effects to the first exemplaryembodiment described above, with the exception of operation andadvantageous effects deriving from the attachment configuration of thecross member 50 to the suspension towers 40.

In the present exemplary embodiment, the power supply section 44 issupported by the cross member 112 that spans between the pair of frontside members 18 in the vehicle width direction. The pair of front sidemembers 18 are coupled together in the vehicle width direction by thecross member 112, such that the bumper R/F 20, the pair of front sidemembers 18, and the cross member 112 are in a state configured with arigid frame structure.

Accordingly, when the front side members 18 undergo crushing deformationdue to collision load F2 from the vehicle front side, the front sidemembers 18 are suppressed from undergoing displacement in the vehiclewidth direction relative to each other by the cross member 112. Thissuppresses the front side members 18 from undergoing folding deformationin the vehicle width direction during crushing deformation of the frontside members 18, enabling the front side members 18 to be made toundergo axial compression deformation. This enables shock absorptionperformance of the front side members 18 to be secured, while the powersupply section 44 is supported in a stable state.

Moreover, in the present exemplary embodiment, the stud bolts 124 areprovided projecting toward the vehicle width direction inner side fromthe pair of front side members 18. The cross member 112, to which thepower supply section 44 is attached, is attached to the stud bolts 124.

Note that during crushing deformation of the front side members 18 dueto the collision load F2 from the vehicle front side, it is conceivablethat the front side members 18 might not undergo crushing deformation soreadily at the attachment locations of the front side members 18 to thecross member 112.

In the present exemplary embodiment, the cross member 112 is providedwith the insertion locations 120, and the stud bolts 124 provided at thefront side members 18 are inserted into the insertion locations 120. Thecross member 112 is also provided with the fuse portions 126, 128adjacent to the insertion locations 120. When the load F1 toward thevehicle rear side of the predetermined value or greater acts on thecross member 112, the fuse portions 126, 128 receive load from the studbolts 124 and undergo plastic deformation, thereby permitting relativedisplacement between the stud bolts 124 and the insertion locations 120in the vehicle front-rear direction, and thus permitting relativedisplacement between the front side members 18 and the cross member 112.

Accordingly, during crushing deformation of the front side members 18due to the collision load F2 from the vehicle front side, the crossmember 112 is configured to be displaced toward the vehicle rear sidesuch that the cross member 112 can be suppressed from acting asresistance to the crushing deformation, even if the crushing deformationreaches the locations provided with the stud bolts 124. This therebyenables the crushing stroke of the front side members 18 in response tothe collision load F2 from the vehicle front side to be secured, whilethe power supply section 44 is supported in a stable state.

In addition, in the present exemplary embodiment, the insertionlocations 120 are each configured in a slit shape extending along thevehicle vertical direction. This enables the insertion locations 120 andstud bolts 124 to be used as sub assembly guides during attachment of anassembly configured including the power supply section 44, the waterheater 45, and the cross member 112 to the vehicle body 14.

Third Exemplary Embodiment

Explanation follows regarding a third exemplary embodiment of a vehiclepower unit room structure according to the present disclosure, withreference to FIG. 8. Note that configuration portions equivalent tothose in the first exemplary embodiment described above are allocatedthe same reference numerals and explanation thereof is omitted.

Although a power unit room 140 according to the present exemplaryembodiment has the same basic configuration as the power unit room 10according to the first exemplary embodiment, as a first feature, thepower unit room 140 may be configured such that the water heater 45 isnot disposed therein, depending on the specifications of the vehicle 26.Moreover, a second feature is that the power supply section 44 isattached to the vehicle width direction right side front side member 18in a cantilevered state by a bracket 142 serving as an attachmentportion.

Specifically, the bracket 142 includes a bracket body 144 and areinforcing plate 146. The bracket body 144 includes a placement portion144A configured similarly to the placement portion 96A, and anattachment tab 144B.

The attachment tab 144B has a plate shape extending along the vehiclevertical direction and the vehicle front-rear direction with its platethickness direction in the vehicle width direction. The attachment tab144B is fixed to the corresponding front side member 18 by anon-illustrated attachment member or at a join portion by welding or thelike. Note that as in the second exemplary embodiment described above,the attachment tab 144B may be provided with the insertion locations120, the slits 130, and the fuse portions 126, 128, and the attachmenttab 144B may be attached to the front side member 18 using stud bolts124 provided at the front side member 18.

The reinforcing plate 146 has a plate shape extending from a vehiclelower side end portion of the attachment tab 144B toward a centralportion of the placement portion 144A. A vehicle width direction outerside end portion of the reinforcing plate 146 is joined to a vehiclewidth direction inner side face of the attachment tab 144B at anon-illustrated join portion by welding or the like. A vehicle widthdirection inner side end portion of the reinforcing plate 146 is joinedto a vehicle lower side face of the placement portion 144A at anon-illustrated join portion by welding or the like.

The present exemplary embodiment configured as described above exhibitssimilar operation and advantageous effects to the first exemplaryembodiment described above, with the exception of operation andadvantageous effects deriving from the water heater 45 and theattachment configuration of the cross member 50 to the suspension towers40.

In the present exemplary embodiment, the power supply section 44 isattached to one of the pair of front side members 18 through the bracket142 that is attached to the one front side member 18. This enables thepower supply section 44 to be supported in a stable state whilesuppressing an increase in the complexity of structures peripheral tothe power unit room 140. Note that the bracket 142 may be attached tothe vehicle width direction left side front side member 18, depending onthe configuration of the power unit 12 and the like.

Fourth Exemplary Embodiment

Explanation follows regarding a fourth exemplary embodiment of a vehiclepower unit room structure according to the present disclosure, withreference to FIG. 9. Note that configuration portions equivalent tothose in the first exemplary embodiment described above are allocatedthe same reference numerals and explanation thereof is omitted.

Although a power unit room 150 according to the present exemplaryembodiment has the same basic configuration as the power unit room 10according to the first exemplary embodiment, a feature is that theair-conditioner compressor 46 is attached to the motor 42 through asupport member 152 serving as a first support portion, a support member154 serving as a second support portion, and a shock absorber 156serving as an attenuation portion.

Specifically, the support member 152 has a plate shape bent into anL-shape as viewed along the vehicle front-rear direction, and includesan attachment tab 152A and a support tab 152B. The attachment tab 152Ais disposed following the side wall 52B1 of the housing 52 of the motor42, and is attached to the side wall 52B1 by a non-illustratedattachment member.

The support tab 152B extends from a vehicle lower side peripheral edgeof the attachment tab 152A toward the vehicle width direction outer sideand supports the shock absorber 156.

The support member 154 has a plate shape bent into a substantiallyZ-shape as viewed along the vehicle front-rear direction, and includes asupport tab 154A, an upright tab 154B, and an attachment tab 154C. Thesupport tab 154A is disposed with its plate thickness direction in thevehicle vertical direction at the vehicle lower side of the mount 76B ofthe housing 76 of the air-conditioner compressor 46, and is attached tothe housing 76 by a non-illustrated attachment member.

The upright tab 154B extends from a vehicle width direction inner sideperipheral edge of the support tab 154A toward the vehicle upper side,and the attachment tab 154C extends toward the vehicle width directioninner side (the motor 42 side) from a vehicle upper side peripheral edgeof the upright tab 154B. The shock absorber 156 is attached to theattachment tab 154C.

The shock absorber 156 is configured including a damper 158 and a spring160. The damper 158 is a twin-tube oil damper configured including apiston rod 162, an outer tube 164, a non-illustrated inner tubeinstalled inside the outer tube 164, and the like. A leading end portion162A of the piston rod 162 is attached to the attachment tab 154C of thesupport member 154 by a non-illustrated attachment member, and a baseend portion 164A on the opposite side of the outer tube 164 to theleading end portion 162A is attached to the support tab 152B of thesupport member 152 by a non-illustrated attachment member.

A rod portion 162B of the piston rod 162 and the outer tube 164 are eachprovided with an anchor tab 166, and the spring 160 is disposed betweenthe anchor tabs 166. The spring 160 is configured to bias the piston rod162 toward the vehicle upper side. The shock absorber 156 configured asdescribed above couples the motor 42 and the air-conditioner compressor46 together and is configured to attenuate relative vibrationtherebetween.

The present exemplary embodiment configured as described above exhibitssimilar operation and advantageous effects to the first exemplaryembodiment described above, with the exception of operation andadvantageous effects deriving from the attachment of the air-conditionercompressor 46 to the motor 42 through the bracket 90.

Moreover, in the present exemplary embodiment, the support member 154that supports the air-conditioner compressor 46 is supported, throughthe shock absorber 156, by the support member 152 attached to the motor42.

In order to make the air-conditioner compressor 46 function as a massdamper for the motor 42 and suppress vibration of the motor 42, the massof the air-conditioner compressor 46 is preferably similar to the massof the motor 42. However, such a configuration could result in anincrease in the size of the air-conditioner compressor 46.

In the present exemplary embodiment, the shock absorber 156 isconfigured to attenuate relative vibration between the motor 42 and theair-conditioner compressor 46, thus enabling the air-conditionercompressor 46 and the shock absorber 156 to be made to function as anattenuating dynamic vibration absorber for the motor 42. This therebyenables vibration of the motor 42 to be absorbed without making the massof the air-conditioner compressor 46 similar to the mass of the motor42, thus enabling vibration generated by the motor 42 to be suppressed.

Supplementary Explanation of Above Exemplary Embodiments

(1) In the exemplary embodiments described above, although the powerunit room applied with the vehicle power unit room structure accordingto the above exemplary embodiments is disposed at the vehicle frontside, there is no limitation thereto. Namely, depending on thespecifications of the vehicle 26 and the like, a power unit room appliedwith the vehicle power unit room structure according to the aboveexemplary embodiments may be disposed at the vehicle rear side. Notethat when adopting such a configuration, the cross member 112 and thebracket 142 are attached to rear side members.

(2) In the exemplary embodiments described above, although the motorbody, the counter gear mechanism, and the differential gear mechanism ofthe motor 42 have an integral configuration, there is no limitationthereto. Namely, depending on the specifications of the vehicle 26 andthe like, the motor 42 may be configured primarily by the motor body,with the counter gear mechanism and the differential gear mechanismbeing configured separately to the motor 42.

(3) In the exemplary embodiments described above, although theair-conditioner compressor 46 is attached to the motor 42 throughanother member, there is no limitation thereto. Namely, depending on thespecifications of the motor 42 and the air-conditioner compressor 46,the air-conditioner compressor 46 may be attached directly to the motor42. As long as the air-conditioner compressor 46 is disposed adjacent tothe motor 42 in the vehicle width direction so as to overlap with themotor 42 as viewed along the vehicle width direction, depending on thespecifications of the vehicle 26 and the like, the air-conditionercompressor 46 may be attached to the cross member 50, 112 or the bracket142, either directly or through another member.

(4) In the exemplary embodiments described above, although the powersupply section 44 is configured including the high-voltage junction boxand the like, there is no limitation thereto. Namely, depending on thespecifications of the vehicle 26 and the like, the power supply section44 may be configured by a fuel cell stack. When adopting such aconfiguration, a compressor used to supply air to the fuel cell stackmay be disposed at a position where the air-conditioner compressor 46would otherwise be attached.

What is claimed is:
 1. A vehicle power unit room structure comprising: amotor that is disposed inside a power unit room and that is configuredto transmit drive force to a drive wheel; a compressor that is disposedadjacent to the motor in a vehicle width direction so as to overlap withthe motor as viewed along the vehicle width direction; and a powersupply section that is configured to supply power from a power source tothe motor and the compressor, and that is disposed at a vehicle upperside of the compressor so as to overlap with the compressor as viewedalong a vehicle vertical direction, wherein the power supply section isattached to an attachment portion provided at at least one of a pair ofside members.
 2. The vehicle power unit room structure of claim 1,wherein the compressor is attached to the motor either directly orindirectly.
 3. The vehicle power unit room structure of claim 1, whereinthe compressor is disposed at a vehicle width direction inner side ofone of the pair of side members, which extends along a vehiclefront-rear direction, such that there is spacing in the vehicle widthdirection between the compressor and the one of the pair of sidemembers.
 4. The vehicle power unit room structure of claim 1, whereinthe compressor is disposed at a position that does not overlap with oneof the pair of side members, which extends along a vehicle front-reardirection, as viewed along the vehicle vertical direction.
 5. Thevehicle power unit room structure of claim 1, wherein the attachmentportion is a cross member spanning between the pair of side members inthe vehicle width direction.
 6. The vehicle power unit room structure ofclaim 1, wherein the attachment portion is a bracket attached to the atleast one of the pair of side members.
 7. The vehicle power unit roomstructure of claim 5, wherein: each of the pair of side members isprovided with a shaft that projects toward a vehicle width directioninner side and that is used in attachment of the cross member; and thecross member is provided with an insertion location through which theshafts are inserted in an axial direction of the shafts, and a fuseportion provided adjacent to the insertion location and configured toundergo plastic deformation so as to permit relative displacement in avehicle front-rear direction between the shafts and the insertionlocation in a case in which a load of a predetermined value or greatertoward a vehicle rear side acts on the attachment portion.